Diesel locomotive having power cylinders connected to the driving mechanism



Oct. 13, 1931. GEIGER 1,825,873

DIESEL LOGQHOTIVE HAVING POWER CYLINDERS CONNECTED TO THE DRIVING MECHANISM Filed Feb. 1. 1929 2 Sheets-Sheet 1 Oct. 13, 1931. GE|GER DIESEL LOCUMOTIVE HAVING POWER CYLINDERS 1929 2 Sheets-Sheet 2 CONNECTED TO THE DRIVING MBCHANISI Filed Feb.

Patented Oct. 13, 1931 UNITED STATES PATENT OFFICE JOSE! GEIGEB, OB AUGBBUBG, GERMANY, ASSIGNOR TO HASO'HINENFALBBIK LUGSBURG HUB-NEEDE- A. 6., 0] AUGSBURG, GERMANY, A CORPORATION 01' GERMANY DIEEL IDOOMO'I'IVE ELVIIIG POWER CYLINDERS CONNECTED TO THE DRIVING MECHANISM Application filed February 1, 1929, Serial No.

This invention relates to vehicles such as Diesel locomotives or the like, having power cylinders normally operating on the Diesel principle.

The principal object of this invention is the provision of a vehicle or locomotive of this character having starting air valve means by which the starting of the engine can be eflected, means being provided for changing the operation of the cylinder from its normal Diesel principle of operation so that it operates as an air compressor to impose a load or braking efi'ect on the vehicle driving mechanism.

Other objects and advantages of the invention will be apparent from the following description and from the accompanying drawings in which- Fig. 1 is a vertical section, shown partly diagrammatically, of a working cylinder of a locomotive embodying the present invention, the various parts being shown in engine starting positions Fig. 2 is a section corresponding to Fig. 1, but showing the various parts in position for creating a braking effect on the driving mechanism; and

Fig. 3 is a view of a working diagram of the present invention, representing both starting and braking operations.

In accordance with this invention, which is applicable to Diesel driven motor vehicles or the like, compressed air driving or starting means are provided, operating directly upon the propelling mechanism, and the normal Diesel cylinder or cylinders are adapted to operate as braking cylinders while the vehicle is descending a hill. Under such conditions a special control mechanism is reversed so that during operation of the cylinder as a brake the compressed air inlet valves or devices are held closed while the outlet valves or devices are opened for the escape of air compressed in the cylinder. Preferably the outlet valve or valves are opened, during braking, shortly before the beginning of a piston stroke from top dead center, and the valve is held open during the stroke so that the air compressed by the piston during a compression stroke may be released and will 836,740, and in Germany February 16, 1988.

not be effective as a driving force for the piston.

Referring more particularly to the drawings by re erence letters and numbers, the Diesel cylinder a represents the working 0 linder, or one of the workin cylinders, o the locomotive or other motor riven vehicle. In the form of construction shown, the cylinder is of the double acting type and is o erably connected by means of the piston a irectly to the propulsion mechanism. Air inlet slots 6 which may be connected to a suitable source of pressure air for supplying the Diesel cylinder, and exhaust slots 0 through which the burned gases of combustion may pass out to the atmosphere are provided preferably in the cylinder walls at the center of the cylinder, and in each cylinder end or cover are supported the injection nozzles d for the fuel and the starting devices or valves 0 and f respectively. The valves 6 and f control the flow of compressed or starting air through the inlet and outlet channels 9 and h respectively. The valves 6 and f may be operated in any desired manner, preferably by means of a fluid pressure system. As herein shown they are adapted to be operated by compressed air.

The valve housings at both sides of cylinder ends are connected to a suitable control means such as the control cylinder k, by conduits i and j. In the control cylinder 7: is a movable control piston Z or the like. The control cylinder is is connected with the controlling air reservoir n by conduits m and 1m, air pressure in the reservoir being maintained as by means of a suitable compressor, not shown. The control piston Z is adapted to be automatically operated during the operation of the engine by means of a suitable mechanism designated p, which is connected to the engine as by means of a conventional gear drive, not shown, and which may be the well-known Heusinger drive or other drive mechanism of any suitable type well known in the steam locomotive art; 'A control lever 8, adapted to be manually operated, is conveniently provided for reversing operations, the connection (7 to the connecting link rbeing controlled by this hand lever, which may be set for forward or reverse starting or braking operations. As shown in Fig. 1 the lever s and the other parts of the apparatus are shown in positions corresponding to engine starting.

The conduits land 7' at each end of the cylinder, are connected to ether at housings it each embodying a switc ing device in the form of two associated three-way cocks t and t, which may be adjusted so that both conduits are open or so that each conduit 1' for an intake valve is connected across to the associated conduit 7' for actuating the valves f upon an impulse in the conduits 11.

Referring more particularly to Fig. 1, showing the position of the parts during starting, the piston a is shown at the right dead center position. The three-way cocks t and t are so arranged that the conduits i and j of both cylinders are open. The control piston l is now in such a position that the control ring I of control piston l has begun to open the right hand conduit '5. The control air under pressure received from the reservoir it flows through the pipe m and through the chamber of the control piston which is defined in part by the ring I, and from the chamber :0 the air flows 1nto the conduit '5 and forces the inlet valve 6 to its open position. As herein shown the valve e carries a piston member which is forced down against the action of a suitable spring by the pressure. supplied through the conduit 1' to 0 en the valve. Now startin air may flow through the assage g whic is connected to a suitab e source of starting air under suitable pressure, such as the reservoir 1:. (the pipe connections which may be conventional not being shown), the air flowing into the work cylinder and forcing the piston a to the left. The control piston Z although initially moved towards the left at the start of the movement of piston a has its direction of movement reversed during the travel of the piston a so that the direction of movement of the piston b is then towards the right. While moving to the right, the control ring Z of the piston l closes the conduit i whereu on the control rin Z connects the con uit i with the chem er w so that the controlling air in the conduit 2' mav escape through the exhaust opening a; an rmit the inlet valve e to close again. At t is time the work cylinder is filled with air under pressure, the filling of the c linder being represented by line 1-2 of t e diagram shown in Fig. 3. From the point 2 of this diagram to point 3 the starting air is expanded within the cylinder from the time the inlet valve 0 closes and during the continued movement of the piston. At the point 3 of the diagram the working piston 0 opens the exhaust slot 0 through which the air in the cylinder escapes while the piston is approaching the left dead center position corresponding to point 4 in the diagram.

Before the dead center position is reached, the control piston Z connects the control air with the conduit j by means of the control ring I, and startin valve f is thus opened by the pressure of 51c control air. Any air which ma be in the cylinder, such as air entering t e cylinder through the inlet slots b, is forced through the outlet valve f and passage h to atmosphere when the piston moves on its return stroke. During this operation the control piston again reverses itself and starts to move to the left so that the control ring I of the control piston disconnects the conduit y from the compressed air source as indicated at point 5 of the diagram. During the continued movement of the control piston toward the left, the control ring I connects conduit 1' with the chamber w. The control air in conduit 7' can now flow through the chamber 0: into the exhaust opening 41 and thus escape, permitting the exhaust valve f to close. As indicated by art 5-6 of the diagram, the air remaining in the cylinder after the valve/f closes is compressed until the piston reaches the end of its stroke, and at point 6 of the diagram the control piston I again connects the conduit 1' with the control air source so that an inflow of air occurs as indicated by part 6-1 of the diagram, and a pressure stroke correspondin to part 1-2 of the diagram then obtains.

e operation of the parts on the other side of the piston takes place in a similar manner. Shortly before the work piston a reaches its right hand dead center osition, the control piston Z having move to the left. the control ring l opens the left hand conduit 7' on the left hand side of the cylinder. The control air flows from reservoir 1:. through m into the space :0 to conduit j and opens the outlet valve f and maintains it open until the piston l reverses and the control ring Z of the control piston Z moving in the opposite direction, has connected the conduit j with the chamber m (see point 5 of the diagram). This causes the exhausting of the air in the conduit through the openin '0' and permits the outlet valve f to close. ile the work piston a continues to move towards the left dead center (space 56 of the diagram) the piston 1 moves further to the right and its control ring I connects chamber at with the left hand conduit 2' so that the inlet valve e opens as soon as the work piston has reached its left dead center position (point 6 of the diagram). This action or operation is now repeated, as has been described in connection with the other side of the piston, whereby the exhausting of conduit 2' is obtained through chamber m and opening '0.

The previously recited steps take place during engine starting conditions, during which the engine operates as an air motor,andwhen the engine reaches a speed at which the igni the locomotive, as where the latter is descend-- operation.

If it is desired to apply a braking effect tov ing a grade, the fuel pumps are rendered in- -with the adjustment of the three'way cocks o erative. The three-way cocks t and t are simultaneously adjusted so that the conduits i and 7' of both ends of the cylinder are interconnected in such a manner that each conduit i connects with its associated conduit 1" through the three-way cocks as shown in 2 in which the various parts are shown in their braking positions. Simultaneously the control lover s is moved into the position shown in Fig. 2 thus changin .the control elements of the control piston f so that the out.- trpoint 8 instead of let valve is opened later he air introduced point 5 of the diagram).

Into the cylinder a through the inlet slots b will be compressed as the work pistona returns from the right towards the left, as indicated by part 78 of the diagram. At the oint 8 the control ring Z of the piston Z, movmg toward the right, opens the conduit 5 so that the control air flows through this con- 36 duit, through the three-way cocks to the outdiagram) with its control ring let valve f which is thus opened. The air compressed in the cylinder now esca es through this open valve. During the stroke reversal of the work piston a the control piston l meanwhile closes the conduit i do it e'may be relieved of pressure through the opemng 11 upon further movement of the control piston and as soon as the control ring I has moved over the conduit 1'.

the piston a, a slight rarefaction of the air within the cylinder occurs, up' to int 10 of 'the diagram corresponding to eopbnihg time of the inlet slots 0 of the cylinder. Thus tlfie linder may fill with fresh air through t 0 its stroke (point 4 of the diagram). Upon reversal of the piston the aforesaid operation is repeated, similar operations taking place 1 atopposite side of the piston in proper so names. The intaken air is com resseddurmg the return of the piston an shortly be fore the end of the stroke is relieved or taken away through the opening of the outlet valve This relief of the air from the outlet valve 1' may be directly into the atmosphere or into a compressed air reservoir such as the reser- 'voir n in which the starting air is stored, so that the braking effect obtaining while the an air will not be;

(point 9 of the The con-.-

The outlet 'valvef now closes, and during the return of ots 6 until the piston reaches-the end of inlet and an air outlet valve fluid apparentthat byreasonof the construction described theusual braking devices of loco-v motives-or motor vehicles, when desired, may be supplemented by the additional braking y open elfect of the driving engine when operating as an air compressor, the relief of the comcylinder during such pflace so that the compressed e ectiveto force the iston down again on what would correspon to a working stroke of the engine.

While the form of ap aratus herein described constit'utes a pre erred embodiment of the invention, it'is to. be understood that the invention is not limited'to this precise form of apparatus and that changes may be made therein without do arting 'from the scope of the invention whi is defined in the appended claims. i

Whatiaclaimedis: v

1. Ina Diesel locomotive, a drivingengine comprising a Diesel cylinder, valve means for sa d cylin er, fluid pressure means for ,operatlng said valve means and including a control valve for controlling thefluid ressu're supplied to saidrvalve means for c anging from Diesel operation to operation as an air compressor.

2. In a Diesel locomotive having an engine cylinder, starting air valve means for said cylinder comprising an air inlet valve and an air outlet valve, means for operating said valves so the cylinder operates as an an no tor during engine starting and means for aL tering the operation of said said inlet valve is maintained closed throxifihou't a complete cycle of operations and e outlet V vs is periodically 0 mad torelieve compressed air from the cy der for the application of a braking efl'ect on the locomotive.

cylinder-com rism'g' an air inletand an outlet valve, uid pressure means foroperating'said valves so the cylinder operates as an air motor duriii starting, and means for' ad- 'usting'said fluid pressure means so that the inlet valve is maintained closed and the outlet-valve is opened near theend of a stroke to relievecompress'ed air from the cylinder, for the application of a braking eifect on the locomotive 4. In 9. Diesel locomotive having a driving cylinder of the Diesel type, air valve means for said cylinder comprising an air pressure means'for operating said valves so the cylvalves so that the inder operates as an' air motor-during startin and includin .a fluid conduit foreach va ve, and means or alteringsaid fluid sure means for the application oi a bra effect on the locomotive including a. device for interconnecting said fluid conduits and supplying fluid under pressureto the condu1t leadmgto the air outlet valve while the other conduit remains clo i 5. 'In a Dieselrlocomotive having a cylinder of the Diesel type, valve means for said cylindercomprising an air inlet and an air outlet valve, fluid pressure means for operating said valves so the cylinder operates as an air motor during'starting and includin a fluid conduit for each valve, and means or altering said fluid ressure means so that compressed air is periodically relieved from said cylinder.

6. In a Diesel locomotive having adriving;

cylinder of the Diesel type, starting air valve means for said cylinder comprising an air inlet and air outlet valve, fluid pressure means for operating said valves so the cylinder 0perates as an air motor during starting and including a fluid conduit for each valve, means for altering said fluid pressure means so that compressed air is periodically relieved from said cylinder for the application of a. braking eifect on the locomotive, and means for col: lecting the compressed air so obtained.

In testimony whereof I have aflixed my signature.

JOSE]? GEIGEHQ.

4 or ems 1 nature.

inder '0 rates as an' motor'diiring' start- M an flincludin f a.,Iflnid-jeondi1it fq'reechva ve, and means rcltaringiscid-fluidsure meens'for theflapplicetmnofabra efi'ectonthe locomotive ineliiding a device for interoonnectingeaid fluidjoondnits and su plyin fluid. under to the condult leadmgto the airioutlct valve while the other conduit remains. closedi' 5. In a Dieseldocomotive having it i cylinder of the Diesel type, air valve means for said eylinder compr ein an-air,in'- let and an air outlet valve, "flui pressure means for operating said valves 50 the cylinder operates-as an air motolidfl fi g'starting and including; fluid conduit for each valve,

or altering seid fliiid pressnre d air-is PTQI'IOdiQaI-JY and means. means-so that .comp relieved iromsaid' cylinder; v

6. In a Diesellocdmotivehaving a. cylinder of the Diesel type, sitarting air valve V means 'iOl' said cylinder'jcomprisingan air inlet and airoutlt'velvgfluid; resu'remeans" for operating said valves 50 t ecylinder operates' as an air motor during and inforalte lecting tl 1e compressed air so obtained.

In testlniony whereof I have aflixed my'sig- Patent No. i

It is li b; mine: tliat'fe ror ,appeagei .flie winte @Mifigflih 9* i l?- J I above numbered'natent requiring" corteet'iomisffollowe: P li-rzw 1. for

"cylinders are open"read*cylindeicndsare open; page 4, line 23, claim 6 beiore "lit?" insert an; aindthdtthesaid Letters-Reta; vshonld bez read with lq lie'aje corrections 'mmiumu *smmycomm mu a a e of theca'se' mytl ej" Patent Office.

fiooimi'seionei' =01 liafem v v CERTIFICATE OF CORRECTION.

Patent No. 1,826,873. Granted October 13, 1931, to

.IOSEF GEIGER.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 2, line 19, for "cylinders are open" read cylinder ends are open; page 4, line 23, claim 6. before "air" insert an; and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 17th day of November, A. D. 1931.

t M. J. Moore (Seal) Acting Commissioner of Patents. 

